2015–2016 · Sport Tourer · A variant of the Sprint GT
Differences between the standard Sprint GT and the SE
The Hard-Case Triple Tourer
The Sprint GT SE is a sport-tourer built around Triumph's 1050 cc inline-three, and that engine sets the tone: 128 hp at 9,200 rpm and 80 lb-ft at 6,300 rpm, carried in an aluminum twin-spar frame with a single-sided swingarm. What sets this trim apart is how complete it is when you ride it out of the dealership. A luggage system, center stand, heated grips, adjustable suspension front and rear, and ABS all come standard, so the bike is ready to tour from day one. That's Triumph's character in practical form: a distinctive engine up front, real equipment behind it. Fully kitted!
Read the spec sheet and the job is obvious: big days on highways and back roads, with the luggage on and often a passenger behind you. The bike weighs 584 lb (265 kg) wet, carries 5.3 gal (20 L) of fuel, lists 40 mpg (US) and has a top speed of 160 mph (257 km/h). On paper, that weight is about stability under load rather than quick direction changes. Seat height is 32.1 in (815 mm), and both wheels are 17-inch, so the chassis stays road-focused. The rider this hardware points to covers serious miles and wants a triple doing the work. Long days, sorted.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 128 hp (96 kW) @ 9,200 rpm |
|---|---|
| Torque | 80 lb-ft (108 Nm) @ 6,300 rpm |
| Displacement | 1050 cc |
| Engine | Inline-three |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Seat height | 32.1 in (815 mm) |
| Wet weight | 584 lb (265 kg) |
| Fuel capacity | 5.3 gal (20 L) |
| Top speed | 160 mph (257 km/h) |
| Fuel economy | 40 mpg (US) |
Equipment check
Chassis
Comfort
Safety
The Sprint GT SE (MY2010-SE) builds on the standard Sprint GT: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Equipment the SE adds vs the standard Sprint GT
Over the years I've heard a lot about the Sprint GT: in paddock conversations, in chats with owners on club nights, and in the emails and messages riders send me directly. Put together, the picture is consistent. Owners love the engine, the comfort and the used price. The gripes collect around the gearbox, the front brake and the steering.
Nearly every conversation starts with the engine. Riders describe the triple as smooth and tractable, with strong drive from low revs, a linear, free-revving top end and an exhaust note many call addictive. Owners also trust it. They report high mileage without major failures and say the simple electronics give them confidence. Few horror stories!
Comfort comes up next. Riders mention plush suspension, a wide, well-cushioned seat, good wind protection and a relaxed position that lets them ride all day. Pillions get special praise: the passenger seat is roomy and well padded for a sport-tourer. Owners like the lockable, waterproof panniers because they're easy to use and hold a lot, and some add the optional powered topbox. Then there's the money. Depreciation has been steep, and owners consistently call a well-kept, low-mileage example a bargain: liter-bike performance for a fraction of what newer rivals cost.
The complaints are just as consistent. Handling tops the list: riders find the GT lazy on turn-in and reluctant to change direction on tight back roads, and those who know the Sprint ST say it has lost that bike's agility. Owners call the six-speed gearbox notchy and say it wants deliberate shifts. It rarely fails, but they feel the shift quality doesn't match the refined engine, and many find the clutch pull tiring in traffic. The front brakes are powerful, yet riders report a wooden initial bite and a long reach to the lever. You need a firm pull.
Electrical issues (stator, sensors, wiring)
Stator failures around 40,000 miles, occasional sensor faults, and wiring harness degradation (‘pudding cables’) have been reported, leading to charging system problems or erratic running.
Low-speed fuelling hesitation
Some owners experience hesitation and a snatchy throttle response at low rpm, especially during cold starts or with aftermarket exhausts. Stock tuning often resolves the issue.
Corrosion of rear hub and suspension linkages
The rear hub and suspension linkage area is susceptible to corrosion, particularly on bikes used in winter conditions without regular cleaning.
Seized eccentric chain adjuster
The single‑sided swingarm’s eccentric adjuster can seize if not regularly greased, making chain tensioning difficult. Preventive maintenance every 12,000–18,000 miles is advised.
Regulator/rectifier failures (less common than on ST)
Some owners report premature regulator‑rectifier failure causing charging system issues; the GT’s unit is improved over the ST, but occasional failures still occur.
Where this Triumph Sprint GT pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the Sprint GT is actually built for.
This is your best fit here: a strong triple, adjustable suspension and standard luggage built for 200 to 400 mile days of curves and scenery, without tipping into a full bagger.
Made for Highway 1 / Big Sur · Black Hills · Blue Ridge Parkway
It works for your weekend runs to the twisties, with adjustable suspension and a strong triple. At 584 lb (265 kg), though, it's a tourer first and a tight-corner tool second.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
A strong match for long hauls, two-up or fully loaded: luggage, center stand and heated grips come standard for changing weather, and the triple's 80 lb-ft is there to carry the weight.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2010–2016
The Triple That Just Works
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Triumph Sprint GT. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
